Transformable aerial vehicle

ABSTRACT

Systems, devices, and methods for a transformable aerial vehicle are provided. In one aspect, a transformable aerial vehicle includes: a central body and at least two transformable frames assemblies respectively disposed on the central body, each of the at least two transformable frame assemblies having a proximal portion pivotally coupled to the central body and a distal portion; an actuation assembly mounted on the central body and configured to pivot the at least two frame assemblies to a plurality of different vertical angles relative to the central body; and a plurality of propulsion units mounted on the at least two transformable frame assemblies and operable to move the transformable aerial vehicle.

CROSS-REFERENCE

This application is a continuation application of U.S. application Ser.No. 14/565,119, filed on Dec. 9, 2014, which is a continuationapplication of U.S. application Ser. No. 14/167,679, filed on Jan. 29,2014, now U.S. Pat. No. 8,931,730, issued on Jan. 13, 2015, which is acontinuation application of International Application No.PCT/CN2013/090470, filed Dec. 25, 2013, which claims the benefit ofChinese Application No. 201310008317.5, filed Jan. 10, 2013. Thedisclosures of these applications are hereby incorporated by referencein their entirety.

BACKGROUND

Unmanned vehicles can be used for performing surveillance,reconnaissance, and exploration tasks for military and civilianapplications. Unmanned vehicles may be outfitted with a functionalpayload, such as sensors for collecting data from the surroundingenvironment. For example, remote-controlled unmanned aerial vehicles,which include fixed-wing aircraft and rotary-wing aircraft, can be usedto provide aerial imagery of otherwise inaccessible environments.

The design of such unmanned vehicles involves tradeoffs between vehiclesize, weight, payload capacity, energy consumption, and cost.Additionally, the vehicle design should provide sufficient functionalspace for the payload to operate. In some instances, existing unmannedaerial vehicle designs can be less than ideal for providing unobstructedviewing angles for a payload camera, such as when the visual space isobscured by the vehicle frame.

SUMMARY

A need exists for improvements in the structure and design of vehiclessuch as unmanned aerial vehicles. The present invention providessystems, devices and methods for a transformable aerial vehicle. In someembodiments, the systems, devices and methods described herein providean aerial vehicle capable of transforming from a first configuration toa second configuration in order to increase the functional space of acoupled payload. Advantageously, the disclosed systems, devices andmethods obviate the need for increasing the size of the aerial vehicleor providing additional mounting structures for the payload to increasethe payload functional space.

In one aspect of the present disclosure, a transformable aerial vehicleis described. The transformable aerial vehicle includes: a central body;at least two transformable frame assemblies respectively disposed on thecentral body, each of the at least two transformable frame assemblieshaving a proximal portion pivotally coupled to the central body and adistal portion; an actuation assembly mounted on the central body andconfigured to pivot the at least two transformable frame assemblies to aplurality of different vertical angles relative to the central body; anda plurality of propulsion units mounted on the at least twotransformable frame assemblies and operable to move the transformableaerial vehicle.

In another aspect of the present disclosure, a transformable aerialvehicle is described. The transformable aerial vehicle includes: acentral body; at least two transformable frame assemblies respectivelydisposed on the central body, each of the at least two transformableframe assemblies having a proximal portion coupled to the central bodyand a distal portion; an actuation assembly configured to transform theat least two transformable frame assemblies between a firstconfiguration and a second configuration; and a plurality of propulsionunits mounted on the at least two transformable frame assemblies andoperable to move the transformable aerial vehicle, wherein the firstconfiguration includes the propulsion units being positioned above thecentral body and the second configuration includes the propulsion unitsbeing positioned below the central body.

In another aspect of the present disclosure, a transformable aerialvehicle is described. The transformable aerial vehicle includes: acentral body coupled to a payload; at least two transformable frameassemblies respectively disposed on the central body, each of the atleast two transformable frame assemblies having a proximal portioncoupled to the central body and a distal portion; an actuation assemblymounted on the central body and configured to transform the at least twotransformable frame assemblies between a first configuration and asecond configuration, wherein the first configuration permits the atleast two transformable frame assemblies to support the transformableaerial vehicle resting on a surface, and wherein the secondconfiguration increases a functional space of the payload; and aplurality of propulsion units mounted on the at least two transformableframe assemblies and operable to move the transformable aerial vehicle.

In some embodiments, the transformable aerial vehicle in an unmannedaerial vehicle.

In some embodiments, the at least two transformable frame assembliesinclude a primary shaft and at least one secondary shaft extendingparallel to the primary shaft, the primary shaft and the at least onesecondary shaft respectively pivotally coupled to the central body,wherein the primary shaft and the at least one secondary shaft arecoupled to each other such that actuation of the primary shaft by theactuation assembly produces a corresponding actuation of the at leastone secondary shaft.

In some embodiments, the actuation assembly includes a linear actuator,and a portion of each of the at least two transformable frame assembliesis coupled to the linear actuator. The linear actuator can include ascrew and nut mechanism, and the portion of each of the at least twotransformable frame assemblies can be coupled to the nut.

In some embodiments, each of the plurality of propulsion units includesa rotor. The rotor can be oriented horizontally relative to thetransformable aerial vehicle.

In some embodiments, the transformable aerial vehicle further includes areceiver, the receiver configured to receive user commands forcontrolling one or more of the actuation assembly and the plurality ofpropulsion units. The user commands can be transmitted from a remoteterminal.

In some embodiments, the transformable aerial vehicle further includes apayload coupled to the central body. The payload can include an imagecapturing device.

In some embodiments, the actuation assembly is configured to pivot theat least two transformable frame assemblies between a first verticalangle and a second vertical angle. At the first vertical angle, the atleast two transformable frame assemblies may be angled downwardsrelative to the central body, and at the second vertical angle, the atleast two transformable frame assemblies may be angled upwards relativeto the central body.

In some embodiments, the at least two transformable frame assemblies aretransformed into the first configuration during a first phase ofoperation of the transformable aerial vehicle and transformed into thesecond configuration during a second phase of operation of thetransformable aerial vehicle. The first phase of operation may includethe transformable aerial vehicle flying in air, and the second phase ofoperation may include the transformable aerial vehicle taking off from asurface and/or landing on the surface.

In some embodiments, the payload includes an image capturing device, andthe functional space includes an unobstructed field of view of the imagecapturing device.

In some embodiments, the at least two transformable frame assemblieseach include a support member configured to support the transformableaerial vehicle resting on a surface.

In some embodiments, in the first configuration, the at least twotransformable frame assemblies are angled downwards relative to thecentral body, and in the second configuration angle, the at least twotransformable frame assemblies are angled upwards relative to thecentral body.

In another aspect, a method for controlling a transformable aerialvehicle is provided. The method includes: providing the aforementionedtransformable aerial vehicle; and driving the actuation assembly mountedon the central body to pivot the at least two transformable frameassemblies to a plurality of different vertical angles relative to thecentral body.

In another aspect, a method for controlling a transformable aerialvehicle is provided. The method includes: providing the aforementionedtransformable aerial vehicle; and driving the actuation assembly mountedon the central body to transform the at least two transformable frameassemblies between the first configuration and the second configuration.

It shall be understood that different aspects of the invention can beappreciated individually, collectively, or in combination with eachother. Various aspects of the invention described herein may be appliedto any of the particular applications set forth below or for any othertypes of movable objects. Although the systems, devices, and methodsdescribed herein are generally presented in the context of aerialvehicles, this is not intended to be limiting, as the followingembodiments can be applied to any suitable movable object. Anydescription herein of an aerial vehicle may apply to and be used for anymovable object, such as any vehicle. Additionally, the systems, devices,and methods disclosed herein in the context of aerial motion (e.g.,flight) may also be applied in the context of other types of motion,such as movement on the ground or on water, underwater motion, or motionin space.

Other objects and features of the present invention will become apparentby a review of the specification, claims, and appended figures.

INCORPORATION BY REFERENCE

All publications, patents, and patent applications mentioned in thisspecification are herein incorporated by reference to the same extent asif each individual publication, patent, or patent application wasspecifically and individually indicated to be incorporated by reference.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features of the invention are set forth with particularity inthe appended claims. A better understanding of the features andadvantages of the present invention will be obtained by reference to thefollowing detailed description that sets forth illustrative embodiments,in which the principles of the invention are utilized, and theaccompanying drawings of which:

FIG. 1 illustrates a transformable unmanned aerial vehicle in a flightconfiguration, in accordance with embodiments;

FIG. 2 is a closer view of the region II of FIG. 1, in accordance withembodiments;

FIG. 3 illustrates the transformable unmanned aerial vehicle of FIG. 1in a landing configuration, in accordance with embodiments;

FIG. 4 is a side view of the transformable unmanned aerial vehicle ofFIG. 1 in a landing configuration, in accordance with embodiments;

FIG. 5 illustrates another example of a transformable unmanned aerialvehicle in a flight configuration, in accordance with embodiments;

FIG. 6 is a closer view of the region VI of FIG. 5, in accordance withembodiments;

FIG. 7 is a side view of the transformable unmanned aerial vehicle ofFIG. 5 in a flight configuration, in accordance with embodiments;

FIG. 8 illustrates the transformable unmanned aerial vehicle of FIG. 5in a landing configuration, in accordance with embodiments;

FIG. 9 also illustrates the transformable unmanned aerial vehicle ofFIG. 5 in a landing configuration, in accordance with embodiments;

FIG. 10 is a side view of the transformable unmanned aerial vehicle ofFIG. 5 in a landing configuration, in accordance with embodiments;

FIG. 11 illustrates yet another example of a transformable unmannedaerial vehicle in a landing configuration, in accordance withembodiments;

FIG. 12 is a closer view of the region XI of FIG. 11, in accordance withembodiments;

FIG. 13 also illustrates the transformable unmanned aerial vehicle ofFIG. 11 in a landing configuration, in accordance with embodiments; and

FIG. 14 is a side view of the transformable unmanned aerial vehicle ofFIG. 11 in a landing configuration, in accordance with embodiments;

FIG. 15 illustrates an aerial vehicle including a carrier and a payload,in accordance with embodiments; and

FIG. 16 is a schematic illustration by way of block diagram of a systemfor controlling an aerial vehicle, in accordance with embodiments.

DETAILED DESCRIPTION

The present invention provides systems, devices and methods for atransformable aerial vehicle. The systems, devices, and methodsdescribed herein can be used to transform an aerial vehicle between aplurality of different configurations. Each configuration can beoptimized for a specified function of the aerial vehicle. For example, aconfiguration may provide increased functional space for a payloadcoupled to the aerial vehicle, such as an increased field of view for acamera mounted onto the aerial vehicle. When desired, a configurationmay provide support for the aerial vehicle when resting on a surface,such as by means of support members configured to raise the body of theaerial vehicle off the ground.

In one aspect, the present invention provides a transformable aerialvehicle having one or more of the unique features disclosed below. Inone embodiment, a transformable aerial vehicle comprises: a centralbody; at least two transformable frame assemblies respectively disposedon the central body, each of the at least two transformable frameassemblies having a proximal portion pivotally coupled to the centralbody and a distal portion; an actuation assembly mounted on the centralbody and configured to pivot the at least two transformable frameassemblies to a plurality of different vertical angles relative to thecentral body; and a plurality of propulsion units mounted on the atleast two transformable frame assemblies and operable to move thetransformable aerial vehicle.

A transformable aerial vehicle of the present invention can include acentral body and at least two transformable frame assemblies disposedrespectively on the central body. A plurality of propulsion units can bemounted on the transformable frame assemblies and coupled thereby to thecentral body. The propulsion units can be used to enable thetransformable aerial vehicle to take off, land, hover, and move in theair with respective to up to three degrees of freedom of translation andup to three degrees of freedom of rotation. The propulsion units can bemounted on any suitable portion of the transformable frame assemblies,such as at or near the distal portions of the transformable frameassemblies.

The proximal portions of the transformable frame assemblies can bepivotally coupled to the central body, thus enabling the transformableframe assemblies to transform by pivoting relative to the central body.For example, in some embodiments, the transformable frame assemblies canbe pivoted through a plurality of vertical angles relative to thecentral body (e.g., a vertical angle 50 measured from the line 51, asdepicted in FIG. 4). The transformation of the transformable frameassemblies can be actuated by a suitable actuation assembly mounted onthe central body and coupled to the transformable frame assemblies.Advantageously, this approach allows the vertical angle of thetransformable frame assemblies to be adjusted as needed during operationof the transformable aerial vehicle.

In another embodiment, the present invention provides an alternativetransformable aerial vehicle having the following features. Thetransformable aerial vehicle comprises: a central body coupled to apayload; at least two transformable frame assemblies respectivelydisposed on the central body, each of the at least two transformableframe assemblies having a proximal portion pivotally coupled to thecentral body and a distal portion; an actuation assembly mounted on thecentral body and configured to pivot the at least two transformableframe assemblies between a first configuration and a secondconfiguration, wherein the first configuration permits the at least twotransformable frame assemblies to support the transformable aerialvehicle resting on a surface, and wherein the second configurationincreases a functional space of the payload; and a plurality ofpropulsion units mounted on the at least two transformable frameassemblies and operable to move the transformable aerial vehicle.

The central body, transformable frame assemblies, propulsion units, andactuation assembly disclosed above are equally applicable to thisembodiment. Where desired, such transformable frame assemblies can bemodified to be transformable to a first configuration supporting thetransformable aerial vehicle resting on a surface (e.g., the ground).For example, the transformable frame assemblies can include a pluralityof support members suitable for supporting the transformable aerialvehicle such that the central body does not contact the surface.

In some instances, however, an alternative configuration may be moreuseful. For example, the central body of the transformable aerialvehicle can be modified to mount a payload. The payload can be coupledto any suitable portion of the central body, such as on top, underneath,on the front, on the back, or on the sides of the central body. Thepayload can be configured to perform a function or operation. Thefunction or operation of the payload may require a certain amount offunctional space. The functional space can be, for example, a spaceoccupied, affected, manipulated, or otherwise used by the payload duringits operation. In some instances, however, the functional space may beobstructed by a portion of the transformable aerial vehicle. Forexample, when in the first configuration, the transformable frameassemblies may extend into the functional space, thereby interferingwith the operation of the payload.

Accordingly, the transformable frame assemblies can be modified to betransformable to a second configuration increasing the functional spaceof a coupled payload, thus enabling or enhancing the ability of thepayload to perform its function. Furthermore, the actuation assembly canbe modified to transform the transformable frame assemblies between thefirst and second configurations, thereby allowing the structure of thetransformable aerial vehicle to be optimized for multiplefunctionalities.

In another embodiment, the present invention provides anotheralternative transformable aerial vehicle having the following features.The transformable aerial vehicle comprises: a central body coupled to apayload; at least two transformable frame assemblies respectivelydisposed on the central body, each of the at least two transformableframe assemblies having a proximal portion pivotally coupled to thecentral body and a distal portion; an actuation assembly mounted on thecentral body and configured to pivot the at least two transformableframe assemblies between a first configuration and a secondconfiguration; and a plurality of propulsion units mounted on the atleast two transformable frame assemblies and operable to move thetransformable aerial vehicle, wherein the first configuration includesthe propulsion units being positioned above the central body and thesecond configuration includes the propulsion units being positionedbelow the central body.

The central body, transformable frame assemblies, propulsion units, andactuation assembly disclosed above are equally applicable to thisembodiment. Where desired, the transformable frame assemblies can bemodified to be transformable between a first configuration and a secondconfiguration, such that the propulsion units are positioned above thecentral body in the first configuration and below the central body inthe second configuration. Advantageously, this approach allows theheight of the propulsion units to be adjusted as needed during operationof the transformable aerial vehicle.

In a separate aspect, the present invention provides a method forcontrolling a transformable aerial vehicle. In one embodiment, themethod comprises providing a transformable aerial vehicle, thetransformable aerial vehicle comprising: a central body; at least twotransformable frame assemblies respectively disposed on the centralbody, each of the at least two transformable frame assemblies having aproximal portion pivotally coupled to the central body and a distalportion; an actuation assembly mounted on the central body andconfigured to pivot the at least two transformable frame assemblies to aplurality of different vertical angles relative to the central body; anda plurality of propulsion units mounted on the at least twotransformable frame assemblies and operable to move the transformableaerial vehicle. The method comprises driving the actuation assemblymounted on the central body to pivot the at least two transformableframe assemblies to a plurality of different vertical angles relative tothe central body.

A method of controlling a transformable aerial vehicle can includeproviding a transformable aerial vehicle having transformable frameassemblies pivotally coupled to a central body and transformable betweena plurality of different vertical angles, as described above. The methodcan include driving the actuation assembly with a suitable drive unit(e.g., a motor or engine) to transform the transformable frameassemblies between the plurality of different vertical angles. Thedriving of the actuation assembly can occur automatically (e.g., basedon a state of the transformable aerial vehicle, such as the altitude,longitude, or latitude) or in response to a user command. The method canbe applied, for example, to adjust the vertical angle of thetransformable frame assemblies during the operation of the transformableaerial vehicle.

In another embodiment, the present invention provides an alternativemethod for controlling a transformable aerial vehicle having thefollowing steps. The method comprises providing a transformable aerialvehicle, the transformable aerial vehicle comprising: a central bodycoupled to a payload; at least two transformable frame assembliesrespectively disposed on the central body, each of the at least twotransformable frame assemblies having a proximal portion pivotallycoupled to the central body and a distal portion; an actuation assemblymounted on the central body and configured to pivot the at least twotransformable frame assemblies between a first configuration and asecond configuration, wherein the first configuration permits the atleast two transformable frame assemblies to support the transformableaerial vehicle resting on a surface, and wherein the secondconfiguration increases a functional space of the payload; and aplurality of propulsion units mounted on the at least two transformableframe assemblies and operable to move the transformable aerial vehicle.The method comprises driving the actuation assembly mounted on thecentral body to transform the at least two transformable frameassemblies between the first configuration and the second configuration.

A method of controlling a transformable aerial vehicle can includeproviding a transformable aerial vehicle having transformable frameassemblies transformable between a first configuration supporting thetransformable aerial vehicle on a surface and a second configurationincreasing the functional space of a payload, as disclosed above. Themethod can include driving the actuation assembly with a suitable driveunit to transform the transformable frame assemblies between the firstand second configurations. For example, the actuation assembly can bedriven to transform the transformable frame assemblies to the firstconfiguration when the transformable aerial vehicle is taking off from asurface or landing on a surface. The actuation assembly can drive thetransformation to the second configuration when the transformable aerialvehicle is in a state suitable for operating the payload, such as duringflight.

In another embodiment, the present invention provides anotheralternative method for controlling a transformable aerial vehicle havingthe following steps. The method comprises providing a transformableaerial vehicle comprising: a central body coupled to a payload; at leasttwo transformable frame assemblies respectively disposed on the centralbody, each of the at least two transformable frame assemblies having aproximal portion pivotally coupled to the central body and a distalportion; an actuation assembly mounted on the central body andconfigured to pivot the at least two transformable frame assembliesbetween a first configuration and a second configuration; and aplurality of propulsion units mounted on the at least two transformableframe assemblies and operable to move the transformable aerial vehicle,wherein the first configuration includes the propulsion units beingpositioned above the central body and the second configuration includesthe propulsion units being positioned below the central body. The methodcomprises driving the actuation assembly mounted on the central body totransform the at least two transformable frame assemblies between thefirst configuration and the second configuration.

A method of controlling a transformable aerial vehicle can includeproviding a transformable aerial vehicle having transformable frameassemblies transformable between a first configuration, in which thepropulsion units are positioned above the central body, and a secondconfiguration, in which the propulsion units are positioned below thecentral body, as described above. The method can include driving theactuation assembly with a suitable drive unit to transform thetransformable frame assemblies between the first and secondconfigurations. As previously described, the driving of the actuationassembly can occur automatically or in response to a user command. Themethod can be applied, for example, to adjust the height of thepropulsion units during the operation of the transformable aerialvehicle.

Referring now to FIGS. 1-4, a transformable unmanned aerial vehicle(UAV) 100 can include a central body 10 and transformable frameassemblies 20 disposed respectively on the central body 10. A pluralityof propulsion units 30 are mounted respectively on the transformableframe assemblies 20. The terms “propulsion support frames,” “propulsionsupport assemblies,” “transformable assemblies,” and “transformablestructures,” may also be used to refer to the transformable frameassemblies 20.

The central body 10 of the UAV 100 can be used to support a load, suchas a carrier and/or payload as described in further detail elsewhereherein. The load can be coupled to any suitable portion of the centralbody 10, such as the bottom or underside of the central body 10. Thecoupling can be a rigid coupling, or it can permit motion of the loadwith respect to the central body.

The coupled load can be a payload configured to perform a function, suchas a sensor, emitter, tool, instrument, manipulator, or any otherfunctional device. For example, the payload may be an image capturingdevice. In some instances, the image capturing device may be a camerapointing downwards relative to the central body 10. The camera can beconfigured to rotate relative to the central body 10 (e.g., via acarrier or other mounting platform) in order to capture images from aplurality of viewing angles. Any description herein of a camera payloadcan be applied to other types of payload devices.

The payload can be associated with a functional space. The functionalspace can be a space occupied, affected, manipulated, or otherwise usedby the payload during its operation, as previously described herein. Forexample, the functional space of a sensor can be the space from whichthe sensor can collect data. In some instances, the functional space ofa camera or other image capture device can be an unobstructed field ofview or viewing angles of the camera. For a tool, instrument ormanipulator mechanism, the functional space can be an unobstructedworking range or movement range. For example, a functional space of anemitter (e.g., illumination source) may be an unobstructed area whichmay receive emissions (e.g., illumination) from the emitter. Thefunctional space of a payload can be of a fixed size or a variable size.In some embodiments, the functional space can be increased or decreased.For example, the functional space may be increased or decreased by atransformation of the UAV 100, as described in further detail below.

The propulsion units 30 can be used to enable the UAV 100 to take off,land, hover, and move in the air with respective to up to three degreesof freedom of translation and up to three degrees of freedom ofrotation. In some embodiments, the propulsion units 30 can include oneor more rotors. The rotors can include one or more rotor blades coupledto a shaft. The rotor blades and shaft can be driven to rotate by asuitable drive mechanism, such as a motor. Although the propulsion units30 of the unmanned aerial vehicle 100 are depicted as four rotors, anysuitable number, type, and/or arrangement of propulsion units can beused. For example, the number of rotors may be one, two, three, four,five, six, seven, eight, or more. The rotors may be oriented vertically,horizontally, or at any other suitable angle with respect to the UAV100. The angle of the rotors may be fixed or variable. The distancebetween shafts of opposite rotors can be any suitable distance, such asless than or equal to 2 m, less than equal to 5 m. Optionally, thedistance can be within a range from 40 cm to 1 m, from 10 cm to 2 m, orfrom 5 cm to 5 m. The propulsion units 30 can be driven by any suitablemotor, such as a DC motor (e.g., brushed or brushless) or an AC motor.In some embodiments, the motor can be adapted to mount and drive a rotorblade.

The transformable frame assemblies 20 can be used to couple thepropulsion units 30 to the central body 10. The proximal portion of eachtransformable frame assembly 20 can be coupled to the central body 10,and the propulsion units 30 can be mounted on any suitable portion ofthe transformable frame assemblies 20, such as at or near the distalportions of the transformable frame assemblies 20. Alternatively, thepropulsion units 30 can be mounted at or near the proximal end. Thepropulsion units 30 can be mounted at or near a point within about 1/10,⅕, ¼, ⅓, ½, ¾, ⅔, ⅘, or 9/10 along the length of the transformable frameassembly 20 as measured from the distal end. The UAV 100 can include anysuitable number of transformable frame assemblies 20, such as one, two,three, four, or more. In some embodiments, the UAV 100 includes at leasttwo transformable frame assemblies 20. The transformable frameassemblies 20 can be situated symmetrically or asymmetrically around thecentral body 10. Each transformable frame assembly 20 can be used tosupport a single propulsion unit, or multiple propulsion units. Thepropulsion units 30 can be evenly distributed among the transformableframe assemblies 20. Alternatively, each transformable frame assembly 20can have a different number of propulsion units 30.

In some embodiments, the transformable frame assemblies 20 can supportthe propulsion units using via a cross bar or other similar supportstructure. For example, a transformable frame assembly 20 can include across bar located at the distal end or near the distal end of thetransformable frame assembly 20. The cross bar may be arranged at asuitable angle relative to the transformable frame assembly 20, such asextending perpendicular or approximately perpendicular to thetransformable frames assembly 20. The cross bar can be coupled to thetransformable frame assembly 20 via any suitable portion of the crossbar, such as at or near the midpoint of the cross bar. The cross bar canbe configured to support a plurality of propulsion units 30 (e.g., one,two, three, four, or more propulsion units). The propulsion units 30 maybe mounted onto any suitable portion of the cross bar. For example, thepropulsion units 30 may be disposed on or near each of the ends of thecross bar. The propulsion units 30 may be distributed symmetrically onthe cross bar, such as with one propulsion unit at each end of the crossbar. Alternatively, the propulsion units 30 may be distributedasymmetrically on the cross bar.

Optionally, one or more of the transformable frame assemblies 20 caninclude a support member 40. The support member 40 can be a linear,curved, or curvilinear structure. In some instances, each of thetransformable frame assemblies 20 has a corresponding support member 40.The support member 40 can be used to support the UAV 10 on a surface(e.g., before takeoff or after takeoff). For example, each supportmember 40 can contact the surface at one, two, three, four, or morepoints of contact. Optionally, the support member 40 is configured tosupport the UAV 100 on a surface upon landing or before takeoff suchthat the other portions of the transformable frame assemblies 20 and thecentral body 10 do not touch the surface. The support member 40 can besituated at any suitable of the transformable frame assemblies 20, suchas at or near the distal end or the proximal end. The support member 40can be mounted at or near a point within about 1/10, ⅕, ¼, ⅓, ½, ¾, ⅔,⅘, or 9/10 along the length of the transformable frame assembly 20 asmeasured from the distal end. In some embodiments, the support member 40can be situated on the transformable frame assembly 20 near thepropulsion unit 30, such as under the propulsion unit 30. The supportmember 40 may be coupled to the propulsion unit 30. The support member40 may be static. Alternatively, the support member 40 may be movablerelative the transformable frame assembly 20, such as by sliding,rotating, telescoping, folding, pivoting, extending, shrinking, and thelike.

The transformable frame assemblies 20 can be configured to transformbetween a plurality of different configurations, such as between two,three, four, five, six, or more. The UAV 100 can be designed totransform between the plurality of different configurations in a fixedsequence. Alternatively, the UAV 100 may be able to transform betweenthe plurality of different configurations in any order. Transformingfrom a first configuration to a second configuration may involvetransforming through a plurality of intermediate or transitionalconfigurations. The UAV 100 may be able to stop the transformation at anintermediate configuration, or may be able to stop the transformationonly once the end configuration has been reached. A configuration can bemaintained by the UAV 100 indefinitely, or only for a set amount oftime. Some configurations may only be usable during certain phases ofoperation of the UAV 100 (e.g., when the UAV 100 is on the ground,during takeoff, during landing, or during flight). Alternatively, someconfigurations may be usable during any phase of operation. For example,it may be optimal for the transformable frame assemblies 20 to assume afirst configuration during a first phase of operation (e.g., a landingconfiguration before takeoff and/or after landing) and a secondconfiguration during a second phase of operation (e.g., a flightconfiguration during flight). Any number of configurations can be usedduring operation of the UAV 100.

In some embodiments, each of the plurality of configurations provides adifferent functionality to the UAV 100. For example, a firstconfiguration can enable the UAV 100 to be supported on a surface by thesupport members 40. In some instances, the first configuration may be alanding or surface-contacting configuration in which the UAV 100 may besupported on a surface with a payload or central body 10 not contactingthe surface. A second configuration can increase a functional space of apayload coupled to the central body 10. For example, the secondconfiguration may be a flight configuration that reduces interference ofone or more components of the UAV 100 with the functioning of thepayload. The transformation of the UAV 100 to the second configurationcan be used to move the transformable frame assemblies 20 out of thefield of view of a payload camera in order to provide an unobstructedviewing angle (e.g., a 360° viewing angle) or increase a field of view.In another example, transformation of the UAV 100 to a secondconfiguration may include moving the transformable frame assemblies 20so they do not obstruct one or more types of sensors or emitters, orreduce interference with one or more types of sensors or emitters.Alternatively or in combination, the transformation to the secondconfiguration can increase the available maneuvering space for a roboticarm coupled to the underside of the central body 10. The functionalspace may be increased by a transformation achieving one or more of:removing an obstruction from the functional space, changing a shape ofthe functional space, changing a shape of a portion of the UAV 100, orchanging the position and/or orientation of the payload. In someinstances, the functional space of the payload may be at least partiallyobstructed by the UAV 100 (e.g., by the transformable frame assemblies20) in the first configuration, and the obstruction can be removed bytransforming to the second configuration.

The transformation of the transformable frame assemblies 20 can involvea motion of one or more portions of the transformable frame assemblies20, such as translating, rotating, folding, unfolding, telescoping,extending, or shrinking motions. The transformation can include a singletype of motion, or a plurality of different type of motions. Thetransformable frame assemblies 20 may be mutually coupled such that theyare transformed simultaneously, or they may be configured to betransformed independently. A transformation can involve transforming allof the transformable frame assemblies 20 or only some of thetransformable frame assemblies 20.

In some embodiments, the transformable frame assemblies 20 are pivotallycoupled to the central body 10, thereby enabling the transformable frameassemblies 20 to transform by rotation (about to up to three axes ofrotation) relative to the central body 10. For example, thetransformable frame assemblies 20 can be pivoted through a plurality ofvertical angles relative to the central body 10. A vertical angle can bedefined as an angle 50 formed by a portion of the transformable frameassembly 20 as measured from the line 51, as depicted in FIG. 4. Thetransformable frame assemblies 20 can be pivoted to a vertical angleless than 90° such that the distal portions are approximately positionedabove the central body 10 (hereinafter “upwards,” e.g., FIG. 1). In someinstances, the transformable frame assemblies 20 can be pivoted to avertical angle greater than 90° such that the distal portions areapproximately positioned below the central body 10 (hereinafter“downwards,” e.g., FIGS. 3 and 4). The transformable frame assemblies 20can be pivoted to a vertical angle of 90° such that the distal portionsare approximately even with the central body 10. Above, below, and evenwith the central body 10 can be defined as above, below, or even withthe vertical center of mass of the central body 10 or the verticalmidpoint of the central body 10 (e.g., along line 51). The verticalangles through which the transformable frame assemblies 20 can bepivoted can be within a range from 0° to 180°, 0° to 90°, 90° to 180°,15° to 165°, 20° to 160°, 30° to 150°, or 45° to 135°. The transformableframe assemblies 20 may be capable of being transformed to any verticalangle within the range, or only to certain vertical angles within therange. The vertical angles can include a vertical angle permitting thetransformable frame assemblies 20 to support the UAV 100 resting on asurface, and/or a vertical angle increasing a functional space of acoupled payload, as previously described herein.

In some instances, the position of the distal portions (e.g., above,below, or even with the central body 10) can be varied through differentconfigurations, potentially independently of the vertical angle of thetransformable frame assemblies 20 as described above, such that thedistal portions can be situated in any configuration relative to thecentral body 10. For example, the distal portions can be positionedapproximately above the central body 10 in a first configuration andpositioned approximately below the central body 10 in a secondconfiguration. This may be independent of the vertical angle of thetransformable frame assemblies 20. Conversely, the transformable frameassemblies 20 can be pivoted to a vertical angle less than 90° in afirst configuration and to a vertical angle greater than 90° in a secondconfiguration. In such arrangements, the distal portions of thetransformable frame assemblies 20 may be positioned above, below, evenwith, or any combination thereof relative to the central body 10. Insome instances, transforming from a first configuration to a secondconfiguration may cause the distal portions of the transformable frameassemblies 20 to be positioned higher with respect to the central body10, while the vertical angle of the transformable frame assemblies 20 asmeasured from the line 51 may be increased. Conversely, transformingfrom a first configuration to a second configuration may cause thedistal portions of the transformable frame assemblies 20 to bepositioned lower with respect to the central body 10, while the verticalangle of the transformable frame assemblies 20 as measured from the line51 may be decreased.

Furthermore, the transformable frame assemblies 20 can be configured totransform by translating (along up to three axes of translation),folding, unfolding, telescoping, extending, or shrinking, relative tothe central body 10. For example, the transformable frame assemblies 20may be configured to slide upwards or downwards, or inward or outwards,relative to the central body 10. In some instances, the transformableframe assemblies 20 may include one or more telescoping elements thatcan be extended or retracted in order to extend or shrink the length,width, and/or height of one or more portions of the transformable frameassemblies 20. As described above, the transformations of thetransformable frame assemblies 20 may occur completely independentlyfrom each other. Alternatively, one or more transformations may becoupled, such that one transformation produces a corresponding secondtransformation.

In some embodiments, one or more portions of the transformable frameassemblies 20 can be transformed independently from other portions ofthe transformable frame assemblies 20. For example, the distal portionsmay be transformed independently of the proximal portions, andvice-versa. Different types of transformations (e.g., rotating,translating, folding, unfolding, telescoping, extending, or shrinking)can be applied to different portions of the transformable frameassemblies 20. The different portions of the transformable frameassemblies 20 may be transformed simultaneously or sequentially. Certainconfigurations may require transforming all portions of thetransformable frame assemblies 20. Alternatively, certain configurationsmay require transforming only some of the portions of the transformableframe assemblies 20.

The transformation of the UAV 100 can be controlled by a suitablecontrol system (e.g., the system 300) mounted on the UAV 100 (e.g., onthe central body 10). In some embodiments, the control system can beconfigured to automatically control the transformation of the UAV 100,based on one or more of: position of the UAV, orientation of UAV,current configuration of the UAV, time, or sensing data acquired by asensor of the UAV or by the payload. For example, the UAV 100 caninclude one or more sensors adapted to sense when the UAV 100 is aboutto land (e.g., based on position, velocity, and/or acceleration data),and the control system can automatically transform the UAV 100 into alanding configuration. Similarly, the UAV 100 can include one or moresensors adapted to sense when the UAV 100 is at a suitable altitude foraerial photography, and the control system can automatically transformthe UAV 100 into a flight configuration increasing the functional spaceof a camera payload, as described herein.

Alternatively or in combination, the control system can include areceiver or other communication module mounted on the UAV 100 forreceiving user commands, such as from a remote terminal as describedelsewhere herein. The user commands received by the receiver can be usedto control an actuation assembly configured to actuate the transformableframe assemblies 20 (e.g., via control of a suitable drive unit, such asthe drive unit 11 described in further detail below). For example, thecommands can include commands to turn the drive unit on or off, drivethe actuation assembly with the drive unit (e.g., in a clockwise orcounterclockwise rotation), or maintain a current state of the actuationassembly. The commands can result in the UAV 100 transforming to aspecified configuration or maintaining a current configuration. In someembodiments, the transformation of the UAV 100 can be indirectlytriggered by a user command directed to another function of the UAV. Forexample, a user command for the UAV 100 to land may automatically causethe UAV 100 to transform into a landing configuration. Optionally, auser command for a camera payload to begin recording images mayautomatically cause the UAV 100 to transform a configuration increasingthe functional space of the camera, as described herein.

The UAV 100 can utilize any configuration of the transformable frameassemblies 20 and the central body 10 suitable for enabling one or moreof the transformations described herein. For example, the transformationof the transformable frame assemblies 20 can be actuated by a drive unit11 of the central body 10 via a suitable actuation assembly (also knownas a transformation actuation assembly). The drive unit 11 and actuationassembly can be coupled to a fixed assembly 17 of the central body 10. Asingle drive unit and actuation assembly can be used to simultaneouslytransform all the transformable frame assemblies 20 of the UAV 100. Forexample, a single motor or other suitable actuator can be used totransform a plurality of or all of the transformable frame assemblies 20of the UAV 100. Alternatively, a plurality of drive units and actuationassemblies can be used to separately transform each of the transformableframe assemblies 20. Any suitable driving mechanism can be used for thedrive unit 11, such as a DC motor (e.g., brushed or brushless), ACmotor, stepper motor, servo motor, and the like. The actuation assemblycan use any suitable actuation element or combination of actuationelements to transform the UAV 100. Examples of suitable actuationmechanisms include gears, shafts, pulleys, screws, nuts spindles, belts,cables, wheels, axles, and the like. In some embodiments, the actuationassembly can include a linear actuator driven by the drive unit 11 in alinear reciprocating motion relative to the drive unit 11. For example,as illustrated in FIG. 2, the actuation assembly can be a screw and nutmechanism, including a screw 13 and a nut 15. The nut 15 can encirclethe shaft of the screw 13 and be coupled to the screw 13 (e.g., viascrew threading or interference fit). The drive unit 11 can be affixedto one end of the screw 13. Accordingly, the drive unit 11 can drive therotation of the screw 13 (e.g., clockwise or counterclockwise) andthereby cause the nut 15 to move up or down along the length of thescrew 13.

Alternatively or in combination, the actuation assembly can utilize aworm drive mechanism including a worm and worm gear (not shown). Theworm can be coupled to the worm gear, such that rotation of the wormactuated by the drive unit 11 produces a corresponding rotation of theworm gear. The worm gear can be coupled to and operable to drive thescrew 13 (e.g., via internal threading of the worm gear).Advantageously, the use of a worm drive mechanism as described hereincan provide smoother drive transmission and improve drive reliability.

The fixed assembly 17 can be any structure suitable for accommodatingthe drive unit 11 and the actuation assembly, such as a frame,half-frame, or hollow structure. Although the fixed assembly 17 isdepicted in FIGS. 1-4 as a hexagonal frame approximately bisected by thescrew 13 and nut 15, the fixed assembly 17 can be any suitabletwo-dimensional or three-dimensional shape. In some embodiments, thefixed assembly 17 includes an upper portion 171 and a lower portion 173,with the upper portion 171 disposed coupled to the upper end of thescrew 13 near the drive unit 11, and the lower portion 173 coupled tothe lower end of the screw 13 away from the drive unit 11. Optionally,the upper and lower portions 171, 173 can be coupled to the screw 13with suitable bearings (e.g., angular contact ball bearings) or rotaryjoints such that the screw 13 can rotate (e.g., when driven by the driveunit 11) with respect to the fixed assembly 17.

Any suitable configuration of transformable frame assemblies 20 can beused in conjunction with suitable embodiments of the fixed assembly 17,drive unit 11, and actuation assembly, as described above. In someembodiments, as illustrated in FIGS. 1-4, the transformable frameassemblies 20 each include a primary shaft 21 and a secondary shaft 23.Optionally, the secondary shaft 23 can be arranged parallel to orapproximately parallel to the primary shaft 21. The actuation assemblycan be operatively coupled to the primary shafts 21 and/or the secondaryshafts 23, thereby enabling transformation of the transformable frameassemblies 20 by actuation of the primary shafts 21 and/or secondaryshafts 23.

In some embodiments, the proximal end of primary shaft 21 is coupled tothe nut 15 of the actuation assembly by means of one or more connectors27. For example, two connectors 27 can be pivotally coupled to oppositesides of the proximal end of the primary shaft 21 and fixedly coupled tothe nut 15. The connectors 27 can have any suitable geometry, such as acurved shape or a straight shape. The proximal end of the primary shaft21 can also be coupled to the fixed assembly 17, such as by a joint 211extending perpendicular to the screw 13. The joint 211 can be pivotallycoupled to the primary shaft 21 and fixedly coupled to the fixedassembly 17 near the drive unit 11. Accordingly, each primary shaft 21of the transformable frame assemblies 20 can pivot with respect to thecentral body 10 about the joint 211. Furthermore, as the nut 15 moves upor down along the screw 13, corresponding forces exerted on the primaryshafts 21 through the connectors 27 cause the primary shafts 21 to pivotupwards or downwards relative to the central body 10, respectively.

The proximal end 231 of the secondary shaft 23 can be coupled to thelower portion 173 of the fixed assembly 17 (e.g., through coupling point175). Optionally, the proximal ends 231 of each secondary shaft 23 ofthe transformable frame assemblies 20 are coupled to each other at thecoupling point 175. The proximal ends 231 can be pivotally coupled suchthat the secondary shafts 23 can pivot with respect to the central body10.

In some embodiments, the primary shaft 21 is coupled to the secondaryshaft 23, such that an actuation of the primary shaft 21 (e.g., by theactuation assembly) produces a corresponding actuation of the secondaryshaft 23. The primary shaft 21 and the secondary shaft 23 can bedirectly coupled to each other or indirectly coupled to each other. Forexample, the primary shaft 21 and the secondary shaft 23 can be coupledto each other through a connector 25. The connector 25 can be a Y-shapedstructure, for example, with the two upper ends pivotally coupled to thedistal end of the primary shaft 21 and the lower end pivotally coupledto the distal end 233 of the secondary shaft 23. The Y-shaped connector25 can provide increased stability to the transformable frame assembly20. Alternatively, the connector 25 can be any shape suitable forcoupling the primary shaft 21 and the secondary shaft 23, such as astraight shaft, curved shaft, and the like. In this configuration, asthe primary shaft 21 pivots relative to the central body 10 (e.g.,driven by actuation of the nut 15 as described above), forces exerted bythe connector 25 on the secondary shaft 23 produce a correspondingpivoting motion of the secondary shaft 23.

In some embodiments, a cross bar 29 is affixed to the distal end of theprimary shaft 21. The cross bar 29 can extend in a directionperpendicular to the primary shaft 21 and/or the screw 13. The primaryshaft 21 can be coupled to the cross bar 29 (e.g., at the midpoint ofthe cross bar 29) by a suitable coupling, such as a pivotal coupling. Insome instances, the connector 25 is coupled to the cross bar 29 by meansof suitable openings situated on the upper ends of the Y-shapedstructure. The cross bar 29 can be used for mounting the propulsionunits 30 and the support members 40. For example, the propulsion units30 and the support members 40 can be coupled to the ends of the crossbar 29, or at any other suitable portion of the cross bar 29.

The elements of the transformable frame assemblies 20 and central body10 may be arranged in any suitable geometry. For example, as illustratedin FIG. 3, the transformable frame assembly 20 and the central body 10can form a parallelogram or parallelogram-like shape. In thisembodiment, the length of the primary shaft 21 (e.g., as measuredbetween its proximal and distal couplings) is equal to or approximatelyequal to the length of the secondary shaft 23 (e.g., as measured betweenits proximal and distal couplings), and the length of the connector 25(e.g., as measured between its upper and lower couplings) is equal to orapproximately equal to the length of fixed assembly 17 (e.g., asmeasured between its coupling to the hinge 211 and the coupling point175). However, other geometries can also be used. In some instances,elements of the transformable frame assemblies 20 (e.g., primary shaft21, secondary shaft 23, connector 25) and the central body 10 (e.g.,fixed assembly 17, screw 13) can be coupled to form triangular, square,rectangular, and other polygonal shapes. The elements may be linear, orone or more of the elements may be curved, such that a rounded, curved,or curvilinear shape is formed.

The UAV 100 can be transformed using the elements of the central body 10and the transformable frame assemblies 20 described herein. In someembodiments, the UAV 100 can assume a first configuration (e.g., atakeoff/landing configuration) in which the drive unit 11 is off and thenut 15 is in the bottom position on the screw 13 closest to the proximalends 231 of the secondary shafts 23. In the first configuration, thetransformable frame assemblies 20 are angled downwards with respect tothe central body 10, thereby enabling the support members 40 to contactthe surface and support the UAV 100.

To transform the UAV 100 to a second configuration (e.g., a flightconfiguration), the drive unit 11 can be turned on to drive the rotationof the screw 13 in a first direction (e.g., clockwise). Consequently,the nut 15 moves upward along the screw 13 towards the drive unit 11,thereby transmitting an upward force to the primary shafts 21 throughthe connectors 27 that causes the primary shafts 21 to pivot upwards. Asthe primary shafts 21 and secondary shafts 23 are coupled by means ofthe connectors 25, as previously described herein, the secondary shafts23 are also pivoted upwards, and the vertical angle of the transformableassemblies 20 relative to the central body 10 is changed. The movementof the nut 15 is stopped once it reaches the uppermost position on thescrew 13, thereby maintaining the UAV 100 in the second configuration inwhich the transformable frame assemblies 20 are angled upwards withrespect to the central body 10.

In the second configuration, the upward tilt of the transformableassemblies 20 increases the space beneath the central body 10.Accordingly, the second configuration can increase the functional spacefor a functional payload situated underneath the central body 10, aspreviously described herein.

To return the UAV 100 to the first configuration, the drive unit 11 canbe used to drive the screw 13 to rotate in the opposite direction (e.g.,counterclockwise), so that the nut 15 moves downwards away from thedrive unit 11. Thus, a downward force is exerted on the primary shafts21 through the connectors 27, and subsequently on to the secondaryshafts 23 through the connectors 25. Consequently, the transformableframe assemblies 20 are pivoted downwards relative to the central body10 to support the UAV 100 on a surface.

FIGS. 5-10 illustrate another exemplary transformable UAV 100 a, inaccordance with embodiments. The design principles of the UAV 100 a arefundamentally the same as those of the UAV 100, and any element of theUAV 100 a not specifically described herein can be assumed to be thesame as in the UAV 100. The UAV 100 a differs from the UAV 100 primarilyin the structure of the fixed assembly 17 a and the arrangement of theprimary and secondary shafts 21 a, 23 a.

In some embodiments, the fixed assembly 17 a of the UAV 100 a forms apentagon having a first side 171 a, a second side 173 a, a third side175 a, a fourth side 177 a, and a fifth side 179 a. The first side 171 acan be perpendicular to the second side 173 a and coupled to the lowerend of the screw 13. The third side 175 a can be perpendicular to thesecond side 173 a and coupled to the upper end of the screw 13. Thefourth side 177 a can be oriented at an obtuse angle relative to thefifth side 179 a, and the fifth side 179 a can be oriented at an obtuseangle relative to the first side 171 a. An extension 18 can be formedwith the third side 175 a, for example, in a direction extendingparallel with the first side 171 a. The extension 18 can include aplurality of interfaces 181 (e.g., card interfaces). The interface 181can be used to releasably couple a payload (e.g., a camera or roboticarm) or a battery.

In some embodiments, the UAV 100 a includes a pair of transformableframe assemblies each having a primary shaft 21 a and a secondary shaft23 a. The proximal end of each primary shaft 21 a can be coupled to theactuation assembly and the fixed assembly 17 a, similar to theconfiguration of the UAV 100. The proximal ends 231 a of the secondaryshafts 23 b can be coupled to the fixed assembly 17 a and to each otherat a coupling point 172 of the fixed assembly 17 a. Although thecoupling point 172 is depicted in FIG. 6 as situated at the intersectionof the first and second sides 171 a and 173 a, the coupling point 172can be located on any suitable portion of the fixed assembly 17 a.

The primary shaft 21 a and the secondary shaft 23 a can be coupled toeach other by a connector 25 a. Similar to embodiments of the UAV 100,the connector 25 a can also be pivotally coupled to a cross bar formounting propulsion units and/or support members. In this embodiment,the distal end of the primary shaft 21 a is coupled to the upper ends ofthe connector 25 a, and the distal end 233 a of the secondary shaft 23 ais coupled to the lower end 251 of the connector. The lower end 251 canbe offset from the centerline of the connector 25 a and be positioned,for example, at a corner of the connector 25 a, such that the distal end233 a of the secondary shaft 23 a is offset to one side of the distalend of the primary shaft 21 a. In some instances, the distal end 233 ais positioned on one side of the primary shaft 21 a and the proximal end231 a is positioned on the opposite side, thereby causing the primaryshaft 21 a and the secondary shaft 23 a to be horizontally skewedrelative to each other. The primary shaft 21 a and the secondary shaft23 a can still be parallel with respect to a vertical plane (e.g., asdepicted in FIGS. 7 and 10). This skewed configuration decreases thevertical distance between the primary shaft 21 a and the secondary shaft23 a, thereby enabling a more compact design for the UAV 100 a.

Similar to the UAV 100, the transformable frame assembly and the centralbody of the UAV 100 a can form a parallelogram or parallelogram-likeshape. In this embodiment, the length of the primary shaft 21 a (e.g.,as measured between its proximal and distal couplings) is equal to orapproximately equal to the length of the secondary shaft 23 a (e.g., asmeasured between its proximal and distal couplings), and the length ofthe connector 25 a (e.g., as measured between its upper and lowercouplings) is equal to or approximately equal to the length of fixedassembly 17 (e.g., as measured between its coupling to the primary shaft21 a and the coupling point 172). However, other suitable geometries canalso be used, as previously described herein.

The UAV 100 a can be transformed in a manner similar to that of the UAV100, and any aspects of the transformation not specifically describedherein can be assumed to be the same as for the UAV 100. Briefly, theactuation assembly of the UAV 100 a can actuate the coupled primary andsecondary shafts 21 a and 23 a to be angled upwards with respect to thecentral body (e.g., FIGS. 5, 7) or angled downwards with respect to thecentral body (e.g., FIGS. 8-10). The upwards configuration can be usedto increase the functional space of a coupled payload, while thedownwards configuration can be used to provide support to the UAV 100 awhen resting on a surface.

FIGS. 11-14 illustrate another exemplary transformable UAV 100 b, inaccordance with embodiments. The design principles of the UAV 100 b arefundamentally the same as those of the UAV 100, and any element of theUAV 100 b not specifically described herein can be assumed to be thesame as in the UAV 100. The UAV 100 b differs from the UAV 100 primarilyin the structure of the fixed assembly 17 b and the arrangement of theprimary and secondary shafts 21 b, 23 b. In particular, eachtransformable frame assembly 20 b of the UAV 100 b includes a primaryshaft 21 b and two secondary shafts 23 b that can be arranged to form atriangular prism or triangular prism-like shape.

In some embodiments, the fixed assembly 17 b forms an approximatelyrectangular frame having a top side 171 b, a bottom side 173 b, andopposed lateral sides 175 b. The proximal end of each of the pair ofprimary shafts 21 b can be pivotally coupled to the fixed assembly 17 band to each other at the top side 171 b (e.g., at coupling point 177 b).The proximal end can also be coupled to an actuation assembly within thefixed assembly 17 b by one or more connectors, as previously describedherein with respect to the UAV 100.

The proximal ends 231 b of the secondary shafts 23 b can be respectivelypivotally coupled to any suitable portion of the fixed assembly 17 b,such as at coupling points 179 b situated within the fixed assembly 17 bat the two ends of the bottom side 173 b where it joins the lateralsides 175 b. In some embodiments, the proximal ends 231 b of each pairof secondary shafts 23 b are symmetrically situated on opposite sides ofthe proximal end of the corresponding primary shaft 21 b.

Each primary shaft 21 b is coupled to the corresponding pair ofsecondary shafts 23 b by means of a connector 25 b and a cross bar 29.The connector 25 b can be approximately rectangular, with the length andwidth of the connector 25 b being smaller than a corresponding lengthand width of the fixed assembly 17 b. The connector 25 b can include abottom side 251 b and two parallel opposite lateral sides 253 b. Thelateral sides 253 b can extend upwards along a direction perpendicularto the bottom side 251 b. The connector 25 b can be pivotally coupled tothe cross bar 29 passing through the rings 255 b situated on the upwardends of the lateral sides 253 b. The distal end of the primary shaft 21b can be pivotally coupled to the cross bar 29 b, for example, by meansof a hinge 291 mounted on the portion of the cross bar 29 between therings 255 b. The distal ends 233 b of the secondary shafts 23 b can berespectively pivotally coupled to the ends of the bottom side 251 b. Insome embodiments, the distal ends 233 b of each pair of secondary shafts23 b are symmetrically situated on opposite sides of distal end of thecorresponding primary shaft 21 b. The length of the bottom side 251 bcan be smaller than the length of the bottom side 173 b, such that theseparation between distal ends 233 b is smaller than the separationbetween the proximal ends 231 b. Alternatively, the lengths can be equalor approximately equal, such that the separation between the distal andproximal ends 233 b, 231 b of the secondary shafts 23 b are equal orapproximately equal.

The cross bar 29 can be used to mount propulsion units and/or supportmembers. In some embodiments, the cross bar 29 is parallel to the bottomside 251 b of the connector 25 b. Optionally, a reinforcing bar 293 canbe situated underneath and parallel to the cross bar 29, passing throughthe lateral sides 253 b of the connector 25 b. The ends of thereinforcing bar 293 can be coupled to propulsion units mounted onrespective ends of the cross bar 29, thereby increasing stability andsupport for the propulsion units.

Similar to the UAV 100, the transformable frame assembly and the centralbody of the UAV 100 b can form a parallelogram or parallelogram-likeshape. In this embodiment, the length of the primary shaft 21 b (e.g.,as measured between its proximal and distal couplings) is equal to orapproximately equal to the length of the secondary shafts 23 b (e.g., asmeasured between their proximal and distal couplings), and the length ofthe connector 25 b (e.g., as measured between its upper and lowercouplings) is equal to or approximately equal to the length of fixedassembly 17 (e.g., as measured between the coupling points 177 b and 179b). However, other suitable geometries can also be used, as previouslydescribed herein.

The UAV 100 b can be transformed in a manner similar to that of the UAV100, and any aspects of the transformation not specifically describedherein can be assumed to be the same as for the UAV 100. Briefly, theactuation assembly of the UAV 100 b can actuate the coupled primary andsecondary shafts 21 b and 23 b to be angled upwards or downwards withrespect to the central body. The upwards configuration can be used toincrease the functional space of a coupled payload, while the downwardsconfiguration can be used to provide support to the UAV 100 a whenresting on a surface (e.g., FIGS. 11, 13, and 14).

Suitable elements of any of transformable aerial vehicles describedherein may be combined with or substituted with suitable elements fromany other embodiment. The elements of the transformable aerial vehiclesdescribed herein may be flexible elements or rigid elements, and can befabricated using any suitable material or combination of materials.Suitable materials can include metals (e.g., stainless steel, aluminum),plastics (e.g., polystyrene, polypropylene), wood, composite materials(e.g., carbon fiber), and the like. The materials for the transformableaerial vehicles can be selected based on one or more of strength,weight, durability, stiffness, cost, processing characteristics, andother material properties. The couplings between elements describedherein may involve interference fits, clearance fits, transition fits,and suitable combinations thereof. Pivotal couplings can include ballbearings, hinges, and other suitable rotary joints. Fixed couplings mayutilize one or more fasteners, such as nails, screws, bolts, clips,ties, and the like. In some embodiments, the materials and couplings canbe configured to enhance stability and reduce vibration of thetransformable aerial vehicle during operation.

The systems, devices, and methods described herein can be applied to awide variety of movable objects. As previously mentioned, anydescription herein of an aerial vehicle may apply to and be used for anymovable object. A movable object of the present invention can beconfigured to move within any suitable environment, such as in the air(e.g., a fixed-wing aircraft or a rotary-wing aircraft), in the water(e.g., a ship or a submarine), on the ground (e.g., a motor vehicle or atrain), under the ground (e.g., a subway), in space (e.g., a spaceplane,a satellite, or a probe), or any combination of these environments. Themovable object may be capable of moving freely within the environmentwith respect to six degrees of freedom (e.g., three degrees of freedomin translation and three degrees of freedom in rotation). Alternatively,the movement of the movable object can be constrained with respect toone or more degrees of freedom, such as by a predetermined path, track,or orientation. The movement can be actuated by any suitable actuationmechanism, such as an engine or a motor. The actuation mechanism of themovable object can be powered by any suitable energy source, such aselectrical energy, magnetic energy, solar energy, wind energy,gravitational energy, chemical energy, nuclear energy, or any suitablecombination thereof.

In some instances, the movable object can be a vehicle. In addition toaerial vehicles, suitable vehicles may include water vehicles, spacevehicles, or ground vehicles. The systems, devices, and methodsdisclosed herein can be used for any vehicle capable of lifting off fromand landing on surfaces (e.g., an underwater surface such as a seafloor, an extraterrestrial surface such as an asteroid). A vehicle canbe self-propelled, such as self-propelled through the air, on or inwater, in space, or on or under the ground. A self-propelled vehicle canutilize a propulsion system, such as a propulsion system including oneor more engines, motors, wheels, axles, magnets, rotors, propellers,blades, nozzles, or any suitable combination thereof.

The aerial vehicles of the present disclosure can include fixed-wingaircraft (e.g., airplane, gliders), rotary-wing aircraft (e.g.,helicopters, rotorcraft), aircraft having both fixed wings and rotarywings, or aircraft having neither (e.g., blimps, hot air balloons). Theaerial vehicle may be capable of moving freely within the environmentwith respect to six degrees of freedom (e.g., three degrees of freedomin translation and three degrees of freedom in rotation). Alternatively,the movement of the aerial vehicle can be constrained with respect toone or more degrees of freedom, such as by a predetermined path ortrack. The movement can be actuated by any suitable actuation mechanism,such as an engine or a motor. In some embodiments, the aerial vehiclecan be a self-propelled aerial vehicle. Self-propelled aerial vehiclescan be driven by a propulsion system as previously described herein. Thepropulsion system can be used to enable the aerial vehicle to take offfrom a surface, land on a surface, maintain its current position and/ororientation (e.g., hover), change orientation, and/or change position.

For example, the propulsion system can include one or more rotors. Arotor can include one or more blades (e.g., one, two, three, four, ormore blades) affixed to a central shaft. The blades can be disposedsymmetrically or asymmetrically about the central shaft. The blades canbe turned by rotation of the central shaft, which can be driven by asuitable motor or engine. The blades can be configured to spin in aclockwise rotation and/or a counterclockwise rotation. The rotor can bea horizontal rotor (which may refer to a rotor having a horizontal planeof rotation), a vertically oriented rotor (which may refer to a rotorhaving a vertical plane of rotation), or a rotor tilted at anintermediate angle between the horizontal and vertical positions. Insome embodiments, horizontally oriented rotors may spin and provide liftto the aerial vehicle. Vertically oriented rotors may spin and providethrust to the aerial vehicle. Rotors oriented an intermediate anglebetween the horizontal and vertical positions may spin and provide bothlift and thrust to the aerial vehicle. One or more rotors may be used toprovide a torque counteracting a torque produced by the spinning ofanother rotor.

The aerial vehicle can be controlled remotely by a user or controlledlocally by an occupant within or on the aerial vehicle. In someembodiments, the aerial vehicle is a UAV. An UAV may not have anoccupant onboard the aerial vehicle. The aerial vehicle can becontrolled by a human or an autonomous control system (e.g., a computercontrol system), or any suitable combination thereof. The aerial vehiclecan be an autonomous or semi-autonomous robot, such as a robotconfigured with an artificial intelligence.

The aerial vehicle can have any suitable size and/or dimensions. In someembodiments, the aerial vehicle may be of a size and/or dimensions tohave a human occupant within or on the vehicle. Alternatively, theaerial vehicle may be of size and/or dimensions smaller than thatcapable of having a human occupant within or on the vehicle. The aerialvehicle may be of a size and/or dimensions suitable for being lifted orcarried by a human. Alternatively, the aerial vehicle may be larger thana size and/or dimensions suitable for being lifted or carried by ahuman. In some instances, the aerial vehicle may have a maximumdimension (e.g., length, width, height, diameter, diagonal) of less thanor equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. Themaximum dimension may be greater than or equal to about: 2 cm, 5 cm, 10cm, 50 cm, 1 m, 2 m, 5 m, or 10 m. For example, the distance betweenshafts of opposite rotors of the aerial vehicle may be less than orequal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m, or 10 m.Alternatively, the distance between shafts of opposite rotors may begreater than or equal to about: 2 cm, 5 cm, 10 cm, 50 cm, 1 m, 2 m, 5 m,or 10 m.

In some embodiments, the aerial vehicle may have a volume of less than100 cm×100 cm×100 cm, less than 50 cm×50 cm×30 cm, or less than 5 cm×5cm×3 cm. The total volume of the aerial vehicle may be less than orequal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40 cm³, 50cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³, 300 cm³,500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³, 1 m³, or10 m³. Conversely, the total volume of the aerial vehicle may be greaterthan or equal to about: 1 cm³, 2 cm³, 5 cm³, 10 cm³, 20 cm³, 30 cm³, 40cm³, 50 cm³, 60 cm³, 70 cm³, 80 cm³, 90 cm³, 100 cm³, 150 cm³, 200 cm³,300 cm³, 500 cm³, 750 cm³, 1000 cm³, 5000 cm³, 10,000 cm³, 100,000 cm³,1 m³, or 10 m³.

In some embodiments, the aerial vehicle may have a footprint (which mayrefer to the lateral cross-sectional area encompassed by the aerialvehicle) less than or equal to about: 32,000 cm², 20,000 cm², 10,000cm², 1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm². Conversely,the footprint may be greater than or equal to about: 32,000 cm², 20,000cm², 10,000 cm², 1,000 cm², 500 cm², 100 cm², 50 cm², 10 cm², or 5 cm².

In some instances, the aerial vehicle may weigh no more than 1000 kg.The weight of the aerial vehicle may be less than or equal to about:1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60 kg, 50kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10 kg, 9 kg,8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1 kg, 0.05 kg,or 0.01 kg. Conversely, the weight may be greater than or equal toabout: 1000 kg, 750 kg, 500 kg, 200 kg, 150 kg, 100 kg, 80 kg, 70 kg, 60kg, 50 kg, 45 kg, 40 kg, 35 kg, 30 kg, 25 kg, 20 kg, 15 kg, 12 kg, 10kg, 9 kg, 8 kg, 7 kg, 6 kg, 5 kg, 4 kg, 3 kg, 2 kg, 1 kg, 0.5 kg, 0.1kg, 0.05 kg, or 0.01 kg.

In some embodiments, an aerial vehicle may be small relative to a loadcarried by the aerial vehicle. The load may include a payload and/or acarrier, as described in further detail below. In some examples, a ratioof an aerial vehicle weight to a load weight may be greater than, lessthan, or equal to about 1:1. In some instances, a ratio of an aerialvehicle weight to a load weight may be greater than, less than, or equalto about 1:1. Optionally, a ratio of a carrier weight to a load weightmay be greater than, less than, or equal to about 1:1. When desired, theratio of an aerial vehicle weight to a load weight may be less than orequal to: 1:2, 1:3, 1:4, 1:5, 1:10, or even less. Conversely, the ratioof an aerial vehicle weight to a load weight can also be greater than orequal to: 2:1, 3:1, 4:1, 5:1, 10:1, or even greater.

In some embodiments, the aerial vehicle may have low energy consumption.For example, the aerial vehicle may use less than about: 5 W/h, 4 W/h, 3W/h, 2 W/h, 1 W/h, or less. In some instances, a carrier of the aerialvehicle may have low energy consumption. For example, the carrier mayuse less than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h, or less.Optionally, a payload of the aerial vehicle may have low energyconsumption, such as less than about: 5 W/h, 4 W/h, 3 W/h, 2 W/h, 1 W/h,or less.

In some embodiments, the aerial vehicle can be configured to carry aload. The load can include one or more of passengers, cargo, equipment,instruments, and the like. The load can be provided within a housing.The housing may be separate from a housing of the aerial vehicle, or bepart of a housing for an aerial vehicle. Alternatively, the load can beprovided with a housing while the aerial vehicle does not have ahousing. Alternatively, portions of the load or the entire load can beprovided without a housing. The load can be rigidly fixed relative tothe aerial vehicle. Optionally, the load can be movable relative to theaerial vehicle (e.g., translatable or rotatable relative to the aerialvehicle).

In some embodiments, the load includes a payload. The payload can beconfigured not to perform any operation or function. Alternatively, thepayload can be a payload configured to perform an operation or function,also known as a functional payload. For example, the payload can includeone or more sensors for surveying one or more targets. Any suitablesensor can be incorporated into the payload, such as an image capturedevice (e.g., a camera), an audio capture device (e.g., a parabolicmicrophone), an infrared imaging device, or an ultraviolet imagingdevice. The sensor can provide static sensing data (e.g., a photograph)or dynamic sensing data (e.g., a video). In some embodiments, the sensorprovides sensing data for the target of the payload. Alternatively or incombination, the payload can include one or more emitters for providingsignals to one or more targets. Any suitable emitter can be used, suchas an illumination source or a sound source. In some embodiments, thepayload includes one or more transceivers, such as for communicationwith a module remote from the aerial vehicle. Optionally, the payloadcan be configured to interact with the environment or a target. Forexample, the payload can include a tool, instrument, or mechanismcapable of manipulating objects, such as a robotic arm.

Optionally, the load may include a carrier. The carrier can be providedfor the payload and the payload can be coupled to the aerial vehicle viathe carrier, either directly (e.g., directly contacting the aerialvehicle) or indirectly (e.g., not contacting the aerial vehicle).Conversely, the payload can be mounted on the aerial vehicle withoutrequiring a carrier. The payload can be integrally formed with thecarrier. Alternatively, the payload can be releasably coupled to thecarrier. In some embodiments, the payload can include one or morepayload elements, and one or more of the payload elements can be movablerelative to the aerial vehicle and/or the carrier, as described above.

The carrier can be integrally formed with the aerial vehicle.Alternatively, the carrier can be releasably coupled to the aerialvehicle. The carrier can be coupled to the aerial vehicle directly orindirectly. The carrier can provide support to the payload (e.g., carryat least part of the weight of the payload). The carrier can include asuitable mounting structure (e.g., a gimbal platform) capable ofstabilizing and/or directing the movement of the payload. In someembodiments, the carrier can be adapted to control the state of thepayload (e.g., position and/or orientation) relative to the aerialvehicle. For example, the carrier can be configured to move relative tothe aerial vehicle (e.g., with respect to one, two, or three degrees oftranslation and/or one, two, or three degrees of rotation) such that thepayload maintains its position and/or orientation relative to a suitablereference frame regardless of the movement of the aerial vehicle. Thereference frame can be a fixed reference frame (e.g., the surroundingenvironment). Alternatively, the reference frame can be a movingreference frame (e.g., the aerial vehicle, a payload target).

In some embodiments, the carrier can be configured to permit movement ofthe payload relative to the carrier and/or aerial vehicle. The movementcan be a translation with respect to up to three degrees of freedom(e.g., along one, two, or three axes) or a rotation with respect to upto three degrees of freedom (e.g., about one, two, or three axes), orany suitable combination thereof.

In some instances, the carrier can include a carrier frame assembly anda carrier actuation assembly. The carrier frame assembly can providestructural support to the payload. The carrier frame assembly caninclude individual carrier frame components, some of which can bemovable relative to one another. The carrier actuation assembly caninclude one or more actuators (e.g., motors) that actuate movement ofthe individual carrier frame components. The actuators can permit themovement of multiple carrier frame components simultaneously, or may beconfigured to permit the movement of a single carrier frame component ata time. The movement of the carrier frame components can produce acorresponding movement of the payload. For example, the carrieractuation assembly can actuate a rotation of one or more carrier framecomponents about one or more axes of rotation (e.g., roll axis, pitchaxis, or yaw axis). The rotation of the one or more carrier framecomponents can cause a payload to rotate about one or more axes ofrotation relative to the aerial vehicle. Alternatively or incombination, the carrier actuation assembly can actuate a translation ofone or more carrier frame components along one or more axes oftranslation, and thereby produce a translation of the payload along oneor more corresponding axes relative to the aerial vehicle.

In some embodiments, the movement of the aerial vehicle, carrier, andpayload relative to a fixed reference frame (e.g., the surroundingenvironment) and/or to each other, can be controlled by a terminal. Theterminal can be a remote control device at a location distant from theaerial vehicle, carrier, and/or payload. The terminal can be disposed onor affixed to a support platform. Alternatively, the terminal can be ahandheld or wearable device. For example, the terminal can include asmartphone, tablet, laptop, computer, glasses, gloves, helmet,microphone, or suitable combinations thereof. The terminal can include auser interface, such as a keyboard, mouse, joystick, touchscreen, ordisplay. Any suitable user input can be used to interact with theterminal, such as manually entered commands, voice control, gesturecontrol, or position control (e.g., via a movement, location or tilt ofthe terminal).

The terminal can be used to control any suitable state of the aerialvehicle, carrier, and/or payload. For example, the terminal can be usedto control the position and/or orientation of the aerial vehicle,carrier, and/or payload relative to a fixed reference from and/or toeach other. In some embodiments, the terminal can be used to controlindividual elements of the aerial vehicle, carrier, and/or payload, suchas the actuation assembly of the carrier, a sensor of the payload, or anemitter of the payload. The terminal can include a wirelesscommunication device adapted to communicate with one or more of theaerial vehicle, carrier, or payload.

The terminal can include a suitable display unit for viewing informationof the aerial vehicle, carrier, and/or payload. For example, theterminal can be configured to display information of the aerial vehicle,carrier, and/or payload with respect to position, translationalvelocity, translational acceleration, orientation, angular velocity,angular acceleration, or any suitable combinations thereof. In someembodiments, the terminal can display information provided by thepayload, such as data provided by a functional payload (e.g., imagesrecorded by a camera or other image capturing device).

FIG. 15 illustrates an aerial vehicle 200 including a carrier 202 and apayload 204, in accordance with embodiments. Alternatively, the payload204 may be provided on the aerial vehicle 200 without requiring thecarrier 202. The aerial vehicle 200 may include propulsion mechanisms206, a sensing system 208, and a transceiver 210. The propulsionmechanisms 206 can include one or more of rotors, propellers, blades,engines, motors, wheels, axles, magnets, or nozzles, as previouslydescribed herein. The aerial vehicle may have one or more, two or more,three or more, or four or more propulsion mechanisms. The propulsionmechanisms may all be of the same type. Alternatively, one or morepropulsion mechanisms can be different types of propulsion mechanisms.In some embodiments, the propulsion mechanisms 206 can enable the aerialvehicle 200 to take off vertically from a surface or land vertically ona surface without requiring any horizontal movement of the aerialvehicle 200 (e.g., without traveling down a runway). Optionally, thepropulsion mechanisms 206 can be operable to permit the aerial vehicle200 to hover in the air at a specified position and/or orientation.

For example, the aerial vehicle 200 can have multiple horizontallyoriented rotors that can provide lift and/or thrust to the aerialvehicle. The multiple horizontally oriented rotors can be actuated toprovide vertical takeoff, vertical landing, and hovering capabilities tothe aerial vehicle 200. In some embodiments, one or more of thehorizontally oriented rotors may spin in a clockwise direction, whileone or more of the horizontally rotors may spin in a counterclockwisedirection. For example, the number of clockwise rotors may be equal tothe number of counterclockwise rotors. The rotation rate of each of thehorizontally oriented rotors can be varied independently in order tocontrol the lift and/or thrust produced by each rotor, and therebyadjust the spatial disposition, velocity, and/or acceleration of theaerial vehicle 200 (e.g., with respect to up to three degrees oftranslation and up to three degrees of rotation).

The sensing system 208 can include one or more sensors that may sensethe spatial disposition, velocity, and/or acceleration of the aerialvehicle 200 (e.g., with respect to up to three degrees of translationand up to three degrees of rotation). The one or more sensors caninclude global positioning system (GPS) sensors, motion sensors,inertial sensors, proximity sensors, or image sensors. The sensing dataprovided by the sensing system 208 can be used to control the spatialdisposition, velocity, and/or orientation of the aerial vehicle 200(e.g., using a suitable processing unit and/or control module, asdescribed below). Alternatively, the sensing system 208 can be used toprovide data regarding the environment surrounding the aerial vehicle,such as weather conditions, proximity to potential obstacles, locationof geographical features, location of manmade structures, and the like.

The transceiver 210 enables communication with terminal 212 having atransceiver 214 via wireless signals 216. In some embodiments, thecommunication can include two-way communication, with the terminal 212providing control commands to one or more of the aerial vehicle 200,carrier 202, and payload 204, and receiving information from one or moreof the aerial vehicle 200, carrier 202, and payload 204 (e.g., positionand/or motion information of the aerial vehicle, carrier or payload;data sensed by the payload such as image data captured by a payloadcamera). In some instances, control commands from the terminal mayinclude instructions for relative positions, movements, actuations, orcontrols of the aerial vehicle, carrier and/or payload. For example, thecontrol command may result in a modification of the location and/ororientation of the aerial vehicle (e.g., via control of the propulsionmechanisms 206), or a movement of the payload with respect to the aerialvehicle (e.g., via control of the carrier 202). The control command fromthe terminal may result in control of the payload, such as control ofthe operation of a camera or other image capturing device (e.g., takingstill or moving pictures, zooming in or out, turning on or off,switching imaging modes, change image resolution, changing focus,changing depth of field, changing exposure time, changing viewing angleor field of view). In some instances, the communications from the aerialvehicle, carrier and/or payload may include information from one or moresensors (e.g., of the sensing system 208 or of the payload 204). Thecommunications may include sensed information from one or more differenttypes of sensors (e.g., GPS sensors, motion sensors, inertial sensor,proximity sensors, or image sensors). Such information may pertain tothe position (e.g., location, orientation), movement, or acceleration ofthe aerial vehicle, carrier and/or payload. Such information from apayload may include data captured by the payload or a sensed state ofthe payload. The control commands provided transmitted by the terminal212 can be configured to control a state of one or more of the aerialvehicle 200, carrier 202, or payload 204. Alternatively or incombination, the carrier 202 and payload 204 can also each include atransceiver configured to communicate with terminal 212, such that theterminal can communicate with and control each of the aerial vehicle200, carrier 202, and payload 204 independently.

FIG. 16 is a schematic illustration by way of block diagram of a system300 for controlling an aerial vehicle, in accordance with embodiments.The system 300 can be used in combination with any suitable embodimentof the systems, devices, and methods disclosed herein. The system 300can include a sensing module 302, processing unit 304, non-transitorycomputer readable medium 306, control module 308, and communicationmodule 310.

The sensing module 302 can utilize different types of sensors thatcollect information relating to the aerial vehicles in different ways.Different types of sensors may sense different types of signals orsignals from different sources. For example, the sensors can includeinertial sensors, GPS sensors, proximity sensors (e.g., lidar), orvision/image sensors (e.g., a camera). The sensing module 302 can beoperatively coupled to a processing unit 304 having a plurality ofprocessors. In some embodiments, the sensing module can be operativelycoupled to a transmission module 312 (e.g., a Wi-Fi image transmissionmodule) configured to directly transmit sensing data to a suitableexternal device or system. For example, the transmission module 312 canbe used to transmit images captured by a camera of the sensing module302 to a remote terminal.

The processing unit 304 can have one or more processors, such as aprogrammable processor (e.g., a central processing unit (CPU)). Theprocessing unit 304 can be operatively coupled to a non-transitorycomputer readable medium 306. The non-transitory computer readablemedium 306 can store logic, code, and/or program instructions executableby the processing unit 304 for performing one or more steps. Thenon-transitory computer readable medium can include one or more memoryunits (e.g., removable media or external storage such as an SD card orrandom access memory (RAM)). In some embodiments, data from the sensingmodule 302 can be directly conveyed to and stored within the memoryunits of the non-transitory computer readable medium 306. The memoryunits of the non-transitory computer readable medium 306 can storelogic, code and/or program instructions executable by the processingunit 304 to perform any suitable embodiment of the methods describedherein. For example, the processing unit 304 can be configured toexecute instructions causing one or more processors of the processingunit 304 to analyze sensing data produced by the sensing module. Thememory units can store sensing data from the sensing module to beprocessed by the processing unit 304. In some embodiments, the memoryunits of the non-transitory computer readable medium 306 can be used tostore the processing results produced by the processing unit 304.

In some embodiments, the processing unit 304 can be operatively coupledto a control module 308 configured to control a state of the aerialvehicle. For example, the control module 308 can be configured tocontrol the propulsion mechanisms of the aerial vehicle to adjust thespatial disposition, velocity, and/or acceleration of the movable objectwith respect to six degrees of freedom. Alternatively or in combination,the control module 308 can control one or more of a state of a carrier,payload, or sensing module.

The processing unit 304 can be operatively coupled to a communicationmodule 310 configured to transmit and/or receive data from one or moreexternal devices (e.g., a terminal, display device, or other remotecontroller). Any suitable means of communication can be used, such aswired communication or wireless communication. For example, thecommunication module 310 can utilize one or more of local area networks(LAN), wide area networks (WAN), infrared, radio, WiFi, point-to-point(P2P) networks, telecommunication networks, cloud communication, and thelike. Optionally, relay stations, such as towers, satellites, or mobilestations, can be used. Wireless communications can be proximitydependent or proximity independent. In some embodiments, line-of-sightmay or may not be required for communications. The communication module310 can transmit and/or receive one or more of sensing data from thesensing module 302, processing results produced by the processing unit304, predetermined control data, user commands from a terminal or remotecontroller, and the like.

The components of the system 300 can be arranged in any suitableconfiguration. For example, one or more of the components of the system300 can be located on the aerial vehicle, carrier, payload, terminal,sensing system, or an additional external device in communication withone or more of the above. Additionally, although FIG. 16 depicts asingle processing unit 304 and a single non-transitory computer readablemedium 306, one of skill in the art would appreciate that this is notintended to be limiting, and that the system 300 can include a pluralityof processing units and/or non-transitory computer readable media. Insome embodiments, one or more of the plurality of processing unitsand/or non-transitory computer readable media can be situated atdifferent locations, such as on the movable object, carrier, payload,terminal, sensing module, additional external device in communicationwith one or more of the above, or suitable combinations thereof, suchthat any suitable aspect of the processing and/or memory functionsperformed by the system 300 can occur at one or more of theaforementioned locations.

While preferred embodiments of the present invention have been shown anddescribed herein, it will be obvious to those skilled in the art thatsuch embodiments are provided by way of example only. Numerousvariations, changes, and substitutions will now occur to those skilledin the art without departing from the invention. It should be understoodthat various alternatives to the embodiments of the invention describedherein may be employed in practicing the invention. It is intended thatthe following claims define the scope of the invention and that methodsand structures within the scope of these claims and their equivalents becovered thereby.

What is claimed is:
 1. An aerial vehicle, the aerial vehicle comprising:a central body; at least two frame assemblies respectively disposed onthe central body, each of the at least two frame assemblies having aprimary tube with an inboard portion directly coupled to the centralbody and an outboard portion directly coupled to a cross bar; and aplurality of propulsion units operable to move the aerial vehicle,wherein each of the at least two frame assemblies supports at least twopropulsion units directly coupled to the cross bar, wherein a lowestpart of the cross bar is above a highest part of the central body atleast during flight, wherein the primary tube of each frame assembly iscoupled to the cross bar between ends of the cross bar, and wherein thecross bar is substantially perpendicular to the primary tube at theoutboard portion of the primary tube.
 2. The aerial vehicle of claim 1,wherein the aerial vehicle is an unmanned aerial vehicle furthercomprising a receiver configured to receive user commands forcontrolling one or more of the propulsion units.
 3. The aerial vehicleof claim 2, wherein the user commands are transmitted from a remoteterminal.
 4. The aerial vehicle of claim 1, wherein the central bodysupports a payload beneath the central body.
 5. The aerial vehicle ofclaim 4, wherein the payload is movable relative to the central body. 6.The aerial vehicle of claim 5, wherein the payload is movable relativeto the central body about one or more axes of rotation.
 7. The aerialvehicle of claim 4, further comprising a support member configured tosupport the aerial vehicle when the aerial vehicle is resting on asurface, with the payload not contacting the surface, wherein the aerialvehicle is in a first configuration when the aerial vehicle is restingon the surface.
 8. The aerial vehicle of claim 7, wherein the aerialvehicle is in a second configuration when the aerial vehicle is inflight, wherein the second configuration increases the functional spaceof the payload.
 9. The aerial vehicle of claim 7, wherein the supportmember is coupled to the cross bar.
 10. The aerial vehicle of claim 1,wherein the primary tube of each frame assembly is coupled to the crossbar at a midpoint of the cross bar.
 11. The aerial vehicle of claim 1,wherein the primary tube of each frame assembly is coupled to the crossbar via a coupling.
 12. The aerial vehicle of claim 1, wherein the atleast two propulsion units are supported at ends of the cross bar. 13.The aerial vehicle of claim 1, wherein the propulsion units compriserotors that are configured to provide lift to the aerial vehicle. 14.The aerial vehicle of claim 13, wherein the rotors are affixed above thecross bar.
 15. The aerial vehicle of claim 1, wherein the primary tubeand the cross bar form a “T” shape.
 16. The aerial vehicle of claim 1,further comprising a payload and a carrier, wherein the payload iscoupled to the aerial vehicle via the carrier.
 17. The aerial vehicle ofclaim 16, wherein the payload is releasably coupled to the carrier. 18.The aerial vehicle of claim 16, wherein the carrier is releasablycoupled to the aerial vehicle.
 19. The aerial vehicle of claim 16,wherein the carrier is configured to permit movement of the payloadrelative to the carrier.
 20. The aerial vehicle of claim 19, wherein themovement is translational with respect to up to three degrees freedom.21. The aerial vehicle of claim 16, wherein the carrier comprises acarrier frame assembly and a carrier actuation assembly, wherein thecarrier frame assembly provides structural support to the payload,wherein the carrier frame assembly comprises individual carrier framecomponents, and wherein the carrier actuation assembly comprises one ormore actuators that actuate movement of the individual carrier framecomponents.
 22. The aerial vehicle of claim 21, wherein the actuatorsare configured to permit the movement of multiple carrier framecomponents simultaneously.
 23. The aerial vehicle of claim 21, whereinthe actuators configured to permit the movement of a single carrierframe component at a time.
 24. The aerial vehicle of claim 16, whereinthe payload is an image capture device.
 25. The aerial vehicle of claim1, further comprising a robotic arm, wherein the robotic arm is coupledto an underside of the central body and is configured to remove anobstruction from the functional space.
 26. The aerial vehicle of claim1, wherein each primary tube is angled upward relative to the centralbody such that an outboard end of the primary tube is higher than aninboard end of the primary tube.
 27. The aerial vehicle of claim 1,wherein primary tubes of the at least two frame assemblies are at avertical angle of less than 180 degrees relative to one another.